JP7377766B2 - Level crossing control device and method thereof - Google Patents

Description

The present invention relates to a level crossing control device and method for activating alarms and circuit breakers at railroad crossings in response to the approach of a train.

The level crossing control device sets the alarm start time so that the time from when the level crossing warning is started and when the train reaches the crossing after the crossing is completed is the time necessary for safety, and so that the crossing is not unduly prolonged. It must be made appropriate.

BACKGROUND ART There is a method for controlling alarms and circuit breakers at railroad crossings, in which a railroad crossing alarm is started when the train passes a predetermined point, regardless of the speed of the train. On the other hand, there is also a method to secure a warning time for a railroad crossing based on train speed and vehicle performance. For example, Patent Document 1 describes a level crossing brake that calculates the time it takes to reach a railroad crossing from the current position and speed of the train, and stops the train in front of the railroad crossing if the calculated time is less than the required warning time. It is disclosed that the required warning time is secured by the pattern.

Further, Patent Document 2 discloses that the time required for a train to reach a level crossing position is calculated based on a train running control algorithm and a level crossing braking pattern, and the timing for starting a level crossing warning is determined. There is.

Japanese Patent Application Publication No. 2004-224155 Japanese Patent Application Publication No. 2006-27312

If the preceding train stops or decelerates at the level crossing, the following train will be decelerated before reaching the level crossing. There is a problem in that crossing the level crossing takes longer than expected, and the warning time for the level crossing becomes longer than expected.

The present invention has been made in order to solve the above-mentioned problems, and an object of the present invention is to provide a level crossing control device that prevents a level crossing warning time from being prolonged.

The present invention to solve the above problems is a level crossing control device that starts an alarm when a train passes a level crossing control start point set before a level crossing on a running line, An area is set, and if there is a preceding train ahead of the first train in the specific area, the first train's movement is suppressed, and the start of the warning is delayed even if the train exceeds the level crossing control start point. let

According to the present invention, it is possible to provide a level crossing control device that can prevent a level crossing warning time from being prolonged due to the influence of a preceding train.

It is a driving pattern for explaining the operation of the level crossing control device according to the embodiment of the present invention. FIG. 2 is a block diagram showing the configuration of the level crossing control device whose operation is explained in FIG. 1. FIG. 3 is a flowchart showing a processing procedure of the level crossing control section shown in FIG. 2. FIG. 3 is a run curve showing the relationship between the level crossing entry time, the level crossing arrival time, and the warning start time according to the driving pattern to which the level crossing control unit of FIG. 2 is applied. 5 is a table illustrating a data structure in the run curve of FIG. 4. FIG. FIG. 3 is a diagram illustrating a driving pattern when the level crossing control unit of FIG. 2 is applied and there is a station in the preceding obstacle range. FIG. 3 is a diagram illustrating a driving pattern when the level crossing control unit of FIG. 2 is applied to narrow the preceding obstacle range.

Embodiments of the present invention will be described in detail below with reference to the drawings. The following description and drawings are examples for explaining the present invention, and may be omitted and simplified as appropriate to clarify the explanation. Furthermore, not all combinations of features described in the embodiments are essential to the solution of the invention. The present invention is not limited to the embodiments, and any application example that conforms to the idea of the present invention is included within the technical scope of the present invention. Those skilled in the art can make various additions and changes to the present invention within the scope of the present invention. The present invention can also be implemented in various other forms. Unless specifically limited, each component may be plural or singular.

Note that advancing here means that the tail end of a train, which is long from the beginning to the tail end, completely escapes from a wide section. Therefore, advancing to a level crossing means that the train has completely passed through the level crossing and is now in a state where the circuit breaker can be opened. As will be described later with reference to FIG. 1 and other drawings, this time is referred to as a railroad crossing entry time 14. In addition, the preceding hindrance range (hereinafter also referred to as "specific area") 13 indicates that if the preceding train 11b exists in the range before the following own train 11a advances through the level crossing 12, the running of the own train 11a will be hindered. This is a concept envisioned as the range in which this occurs. The preceding obstacle range 13 is defined by the running speed and braking performance of the following train (also simply referred to as "train" or "own train") 11a, and the preceding obstacle braking pattern 19 based on these.

Further, regarding the driving pattern, here, a run curve, a planned run curve 16 of the own train 11a, a planned run curve 18 (FIG. 4) of the preceding train 11b, a brake pattern, a level crossing brake pattern, and a preceding obstacle brake pattern 19 are collectively referred to. In addition, as is commonly used in railway terminology, ground equipment (not shown) includes on-site equipment at stations such as point switches and signal indicators, level crossing circuit breakers, as well as computers and communication equipment at the operation headquarters. shall be included. On-board equipment, as is commonly used as a railway term, refers to on-board equipment that enables optimal driving support or autonomous driving by appropriately processing information obtained through wireless communication with ground equipment. be.

FIG. 1 is a driving pattern for explaining the operation of a level crossing control device 21 according to an embodiment of the present invention. As shown in FIG. 1, the driving pattern is a graph with speed V on the vertical axis and distance L on the horizontal axis. Note that the own train 11a and the preceding train 11b are collectively referred to as a train 11. Further, only the own train 11a is also referred to as the train 11a scheduled to pass through the level crossing. As the driving pattern, a brake pattern is also displayed in addition to a run curve, which is information about the relationship between the position of the train 11 (11a, 11b) on the line and the instructed speed of the train 11 according to the position on the line. The level crossing control device 21 (FIG. 2) calculates the alarm start time 4 of the level crossing 12 in accordance with the result of calculating the level crossing arrival time 15 at which the train 11a scheduled to pass through the level crossing (own train) that is scheduled to pass through the level crossing 12 reaches the level crossing 12. (Figure 4).

FIG. 2 is a block diagram showing the configuration of the level crossing control device whose operation is explained in FIG. 1. The level crossing control device 21 in FIG. 2 is a computer device equipped with a wireless communication function, a storage section, and an arithmetic processing section (CPU: Central Processing Unit). The configuration of the level crossing control device 21 shown in FIG. 2 is exemplified as part of an on-board device mounted on the train 11 in FIG. 1.

Configuring the level crossing control device 21 as a part of the on-board device in this way is for convenience of explanation. That is, the level crossing control device 21 has a system configuration that includes not only an on-board device but also a ground device, and the arrangement of each component is not limited to the arrangement shown in FIG. 2. The operation of the level crossing control device 21 shown in FIG. 2 will be explained using FIGS. 1 and 4.

The relationship between the railroad crossing advance time 14 and the railroad crossing arrival time 15 shown in FIGS. 1, 4, 6, and 7 and the warning start time 4 (FIG. 4) is illustrated with distance L on the vertical axis and time t on the horizontal axis. do. FIG. 4 is a run curve showing the relationship between the level crossing entry time 14, the level crossing arrival time 15, and the warning start time 4 according to the driving pattern to which the level crossing control unit 21 of FIG. 2 is applied. Note that the level crossing entry time 14 refers to the time when the own train 11a leaves the level crossing 12.

The level crossing control unit 22 starts calculating the warning start time 4 when the own train 11a passes the level crossing control start point 17 (FIGS. 1 and 6) of the level crossing 12. The level crossing control starting point 17 is recorded in the travel route storage unit 23 as position information that specifies each level crossing including the level crossing 12, that is, level crossing information. This level crossing information is transmitted to the level crossing control unit with sufficient time, for example, when the own train 11a departs from a station in front of the level crossing 12, or before the own train 11a approaches the level crossing 12. 22 may be read out from the travel route storage section 23.

When the own train 11a passes the level crossing control start point 17 of the level crossing 12, the level crossing control unit 22 obtains the required warning time T (FIG. 4) and the preceding obstacle range 13 of the level crossing 12 via the level crossing information acquisition unit 24. get. In addition, the necessary warning time T is the time that must be secured from the start of the warning at the level crossing until the train 11 arrives in order to ensure the safety of people crossing the level crossing such as cars and pedestrians. For standard railroad crossings, the time is set at approximately 35 seconds. The preceding obstacle range 13 is the point at which the tail of the own train 11a advances from the level crossing 12, indicated by a broken line in FIG. 11b is in a range where the running of the own train 11a is hindered. As described above, the level crossing entry position 5 is the leading position when the last part of the train 11 leaves the level crossing.

The preceding failure range 13 will be explained in more detail using FIG. 1. When the preceding train 11b is on the track in front of the own train 11a, depending on the range in which the preceding train 11b is on the track, it is assumed that if the own train 11a does not decelerate, it will collide with the preceding train 11b. In order to define the limit for avoiding a rear-end collision, a preceding obstacle braking pattern 19 is set based on the braking performance of the own train 11a.

This advance obstruction brake pattern 19 is associated with the railroad crossing 12. As described above, when the tail of the own train 11a advances through the level crossing 12, the level crossing advancement position 5 is set where the head of the train 11a reaches. The preceding obstacle range 13 is a concept indicating a range of limit positions in which the own train 11a can approach the preceding train 11b without rear-ending the preceding train 11b. The preceding obstacle range 13 is generated mainly based on vehicle information including the braking performance of the own train 11a, railroad crossing information, and other information.

In other words, if the tail of the preceding train 11b is spaced apart so as not to collide with the preceding train 11b, there is no problem for the train 11a to collide with the preceding train 11a. In a state where the preceding and succeeding trains 11a and 11b do not collide in this way, the far end point β of the preceding obstacle range 13 is the head of the preceding train 11b shown as the preceding advance position 1 in FIG. Further, the near end point α of the preceding obstacle range 13 becomes the level crossing advance position 5 of the preceding train 11b.

The area before the near end point α of the preceding obstacle range 13 corresponds to the case where the preceding train 11b has not advanced from the level crossing 12. In that case, the level crossing 12 is being shut down with a warning, and there is no need to activate the warning from the own train 11a. Note that the preceding obstacle range 13 defined by the near end point α and the far end point β can be calculated in advance based on the above-mentioned vehicle information, railroad crossing information, and other fixed information. The information may be stored in the section 23 as railroad crossing information.

The level crossing control unit 22 that has acquired the preceding obstacle range 13 acquires the position of the preceding train 11b using a track position acquisition unit (not shown). Note that the on-track position acquisition unit means the entire system that constitutes the function of acquiring the on-track location of the train 11. In reality, the position of the preceding train 11b is known by the signal system and traffic control system on the ground side. More specifically, the location of the train is acquired by communicating with ground equipment via the wireless communication unit 25 using the radio 28. Therefore, the on-track position acquisition unit collectively refers to the set of devices that acquire the on-track position of the train 11 as the on-track position acquisition unit.

The level crossing control unit 22 that has acquired the position of the preceding train 11b determines whether the preceding train 11b is in front of the near end point α of the preceding obstruction range 13 or within the preceding obstruction range 13. If it is in front, the preceding train 11b has not yet advanced through the level crossing, and the warning for the level crossing 12 has not ended. Therefore, the own train 11a ends the level crossing control process without starting the warning for the level crossing 12.

When the own train 11a is within the preceding obstacle range 13, the own train planned run curve 16 until the own train 11a advances through the level crossing is created in accordance with the preceding train planned run curve 18, which will be described later with reference to FIG. Therefore, the level crossing control unit 22 receives the preceding train planned run curve 18 from the preceding train 11b via the wireless communication unit 25. The route through which the level crossing control unit 22 receives the preceding train plan run curve 18 may be a direct route acquired through direct wireless communication with the preceding train 11b, or an indirect route via a ground device.

As will be described in detail with reference to FIG. 4, the level crossing control unit 22 that has received the preceding train planned run curve 18 (FIG. 4) receives information on the position relative to the speed of the preceding train planned run curve 18, and the far end point β of the preceding obstacle range 13. The position information of and are input to the time calculation unit 26. Using this information, the level crossing control unit 22 calculates the advance advance time 3 (FIG. 4) at which the preceding train 11b advances from the advance obstruction range 13.

In this way, the time calculation unit 26 uses the information on the position relative to the speed indicated by the input preceding train plan run curve 18 and the position information indicated by the input designated position β to determine whether the train 11 is designated. Calculate the time to reach position β. In this way, the method by which the time calculation unit 26 calculates the time at which the specified position β is reached depends on the data format of the planned run curve 18.

FIG. 3 is a flowchart showing the processing procedure of the level crossing control section 21 shown in FIG. FIG. 3 illustrates a process by which the level crossing control unit 22 determines the warning start time 4 (FIG. 4). The level crossing control device 21 periodically performs the flow shown in FIG. 3 after the own train 11a crosses the level crossing control start point 17 until the calculated warning start time 4 has passed.

In step S1, the level crossing control unit 22 acquires information on the required warning time T of the level crossing 12 and information on the preceding obstacle range 13, which are held in the running route storage unit 23. In step S2, the level crossing control unit 22 acquires position information of the preceding train 11b from the ground equipment of the signal system or the traffic management system.

In step S3, the level crossing control unit 22 refers to the position information of the preceding train 11b acquired in step S2, and if Yes, the preceding train 11b is before the preceding obstacle range 13 acquired in step S1, then issues a warning for the level crossing 12. Finish the process since there is no need to start it. Otherwise, in the case of No, the process advances to step S4.

In step S4, the level crossing control unit 22 refers to the position of the preceding train 11b acquired in step S2, and if the preceding train 11b is located within the preceding obstacle range 13 acquired in step S1 and the answer is Yes, the preceding train 11b In order to create the own train planned run curve 16 according to the planned run curve 18, the process advances to step S5. Otherwise, in the case of No, there is no need to change the own train planned run curve 16 already held, and the process proceeds to step S8.

In step S5, the level crossing control unit 22 acquires information on the preceding train planned run curve 18 from the preceding train 11b. In step S6, the level crossing control unit 22 inputs the information on the preceding train plan run curve 18 obtained in step S5 and the information on the far end point β of the preceding obstacle range 13 obtained in step S1 to the time calculation unit 26. , calculates the advance advance time 3, which is the time when the preceding train 11b advances from the advance obstruction range 13, and sets the calculated advance advance time 3 (FIG. 4) as the level crossing advance time 14 of the own train 11a.

In step S7, the level crossing control unit 22 inputs the information on the level crossing advance time 14 calculated in step S6 and the information on the level crossing advance position 5, which is the position where the own train 11a advances from the level crossing, into the run curve creation unit 27. , a planned run curve 16 for the train to arrive at the level crossing entry position 5 at the level crossing entry time 14 is created (see FIGS. 1, 6, and 7).

In step S8, the level crossing control unit 22 inputs information on the own train planned run curve 16 and position information of the level crossing 12 to the time calculation unit 26. Thereby, the time calculation unit 26 calculates a level crossing arrival time 15, which is the time when the own train 11a reaches the level crossing 12. In step S9, the level crossing control unit 22 determines, as the alarm start time 4, a time that is the required alarm time T obtained in step S1 before the level crossing arrival time 15 calculated in step S8 (see FIG. 4), Finish the process.

Through the above processing, the level crossing control unit 22 uses the preceding train plan run curve 18 to calculate the level crossing advancing time 14, which is the time when the own train 11a advances through the level crossing without interfering with the preceding train 11b, and By creating the own train planned run curve 16 using the time 14 and determining the warning start time 4 (see FIG. 4), it becomes possible to control the level crossing without being affected by problems with the preceding train.

As described above, the level crossing control device 21 according to the embodiment of the present invention executes the process from when the own train 11a crosses the level crossing control start point 17 until the warning start time 4 is determined. Although the level crossing control device 21 is an on-board device mounted on the train 11, it is not limited to this arrangement. For example, regarding the configuration of the level crossing control device 21, the arrangement of the ground device and the on-board device may be changed. In that case, the processing of the level crossing control unit 22 may be shared between the ground device and the on-board device. For example, the on-board device may calculate the level crossing arrival time 15, and the warning start time 4 may be determined by the ground device.

Alternatively, a configuration may be adopted in which only the run curve is created by the on-board device, and the level crossing entry time 14, the level crossing arrival time 15, and the warning start time are calculated by the ground device. In this way, there is a degree of freedom in the division of functions between the on-board device and the ground device, and the scope is not limited to the description. Furthermore, a case where the station 2 is included in the preceding obstacle range 13 will be described later using FIG. 6 .

FIG. 4 is a run curve showing the relationship between the level crossing entry time 14, the level crossing arrival time 15, and the warning start time 4 according to the driving pattern to which the level crossing control unit 22 of FIG. 2 is applied. As shown in FIG. 4, the advance advance time 3 becomes the level crossing advance time 14 of the own train 11a. This expresses that the own train 11a advances through the level crossing just when the preceding train 11b advances from the preceding obstacle range 13. In this way, setting advance advance time 3=level crossing advance time 14 is the fastest time at which the own train 11a can advance through the level crossing without interfering with the preceding train 11b.

The level crossing control unit 22 obtains the optimal solution of advance entry time 3 = level crossing entry time 14 through the calculation processing of the time calculation unit 26 . The level crossing control unit 22 inputs the level crossing advance time 14 and the level crossing advance position 5 to the run curve creation unit 27. The run curve creating unit 27 that receives this creates a planned run curve 16 for the own train to reach the level crossing advance position 5 at the given level crossing advance time 14.

The own train planned run curve 16 is created so as to shorten the time from when the own train 11a reaches the railroad crossing 12 until it advances. That is, the run curve creation unit 27 maximizes the speed at which the own train 11a reaches the level crossing 12 and the speed at the level crossing entry time 14. Their maximum speed is the maximum speed within an allowable range based on route information and other information.

The allowable speed is determined by the maximum speed on the line, the maximum speed of the vehicle, speed limits, etc. In addition, the lower the speed, the lower the running resistance, which results in energy savings. Therefore, as shown in FIG. 1, a planned run curve 16 for the own train is created so that the train accelerates and reaches the maximum allowable speed just when it reaches the railroad crossing. However, the effects of the present invention are not limited to the own train planned run curve 16 shown in FIG. 1, but can be obtained as long as the run curve reaches the level crossing advance position 5 at the level crossing advance time 14. Therefore, the method of creating the own train planned run curve 16 is not limited to the method described here.

The level crossing control unit 22 inputs the information on the own train planned run curve 16 and the position information of the level crossing 12 to the time calculation unit 26 to calculate the level crossing arrival time 15. As shown in FIG. 4, a time before the calculated level crossing arrival time 15 by the necessary warning time T at the level crossing 12 is determined as the warning start time 4.

According to the above-described level crossing control device 21, using the preceding train plan run curve 18, it is possible to proceed through the level crossing without causing any trouble to the preceding train, that is, without any trouble such as the own train 11a colliding with the preceding train 11b. An optimal own train plan run curve 16 is created and a warning start time 4 calculated to start as late as possible is determined. As a result, it is possible to prevent the warning time from becoming longer due to problems with preceding trains.

In other words, the level crossing control device 21 determines a preceding obstruction range 13 for each level crossing as a range where the presence of the preceding train 11b would hinder the running of the own train 11a until the own train 11a reaches the level crossing 12. . When there is a preceding train 11b on the line that conflicts with the preceding obstacle range 13, the time calculation unit 26 of the level crossing control device 21 receives the planned run curve 18 which is the travel plan of the preceding train 11b, and the preceding train 11b is in the preceding obstacle range. 13, the advance obstacle range advance time 3, which is the time to advance, is calculated.

The run curve creation unit 27 creates the own train planned run curve 16 of the own train 11a so that the own train 11a advances through the level crossing 12 in accordance with the preceding obstacle range advance time 3 inputted from the time calculation unit 26. The time calculation unit 26 calculates a level crossing arrival time 15, which is the time when the own train 11a reaches the level crossing 12, from the created run curve 16, and calculates a level crossing arrival time 15, which is the time when the own train 11a reaches the level crossing 12, and calculates the level crossing arrival time 15, which is the time before the level crossing 12 by the warning time T required for the level crossing 12. The time is set as alarm start time 4.

FIG. 5 is a table illustrating the data structure of the run curve in FIG. 4. For example, as shown in FIG. 5, it is assumed that the information is in the format of target position and target speed at each time. In the case of this data format, the time can be calculated by referring to the time when the target position exceeds the specified position.

Another data format that does not have time is a format that determines the target speed for each position, but in that case, it is easy to calculate time from position and speed data, and it is the same as when there is time. It is possible to calculate the time at which the specified position will be reached.

FIG. 6 is a diagram showing a driving pattern when the level crossing control unit 22 of FIG. 2 is applied and the station 2 is located in the preceding obstacle range 13. FIG. 6 shows how the own train 11a advances through the level crossing 12 without interfering with the preceding train 11b. In this case, the condition for the train 11a to proceed in stop pattern 9 until it stops at station 2 is that it does not interfere with the preceding train 11b.

A preceding advance position 1 shown in FIG. 6 is a position where the preceding train 11b has traveled according to the conditions for allowing the own train 11a to proceed through the level crossing 12 without interfering with the preceding train 11b. Therefore, in FIG. 6, the level crossing advance time 14 is the time obtained by adding the running time from when the preceding train 11b departs from station 2 until it reaches the preceding advancing position 1 to the scheduled departure time of the preceding train 11b. In this case, the scheduled departure time may be determined by referring to a schedule diagram (not shown) or by obtaining information from the operation management system as appropriate.

Further, as clearly shown in FIG. 1, the level crossing control device 21 causes the own train 11a to proceed from the level crossing 12 without interfering with the preceding train 11b. Therefore, a long train interval is ensured between the own train 11a and the preceding train 11b. In this way, the warning time for the railroad crossing 12 is prevented from becoming too long.

However, when the operation density becomes denser due to large delays, etc., there are cases where it is desired to compress the train spacing as much as possible to recover from the delay. If the level crossing control device 21 is applied in this case, it will always try to ensure a long interval between trains, which may hinder delay recovery. In such a case, in order to achieve both the level crossing control according to the present invention and delay recovery, the speed at which the own train 11a advances through the level crossing 12 may be reduced to narrow the preceding obstacle range 13. The situation is shown in FIG.

FIG. 7 is a diagram showing a driving pattern when the level crossing control section of FIG. 2 is applied to narrow the preceding obstacle range 13. As shown in FIG. 7, by reducing the speed when the own train 11a advances through the level crossing, the preceding obstacle braking pattern 19 in FIG. 7 becomes closer to the level crossing 12 than the one in FIG. In other words, the distance between the own train 11a and the preceding train 11b can be narrowed.

In this case, since the speed of the own train 11a decreases, the time from when the own train 11a reaches the level crossing until it advances through the level crossing will be longer than in Fig. 1, but after starting the warning it will reach the level crossing 12. In FIG. 7, the process of calculating the railroad crossing arrival time 15 using the own train planned run curve 16 and determining the warning start time is the same as in FIG. Since the preceding obstacle range 13 is stored as railroad crossing information in the running route storage section 23, the preceding obstacle range 13 can be changed by rewriting the corresponding data in the running route storage section 23.

The level crossing control device 21 according to the embodiment of the present invention is configured to calculate the level crossing advance time 14 of the own train 11a using the preceding train planned run curve 18 of the preceding train 11b, and create the own train planned run curve 16. However, the run curve used for this does not necessarily have to be that of the preceding train 11b. Even if the trains run in different directions and pass each other at the level crossing 12, similar level crossing control can be performed.

In this case, the run curve of the passing train is received, and the time 14 for the passing train to proceed to the level crossing is calculated. Then, the own train planned run curve 16 is created so that the own train 11a also enters the level crossing 12 at the same crossing entry time 14. By doing so, the alarm start time of the own train 11a can be adjusted to the alarm start time of the train passing by. As a result, it becomes possible to shorten the total level crossing warning time T for two trains: the own train 11a and a train passing by it.

The conventional level crossing control device described above calculates the time required for the train 11a to reach the level crossing 12, taking into consideration the position, speed, and train performance of the own train 11a, and controls to start a warning for the level crossing 12 based on the calculated time. There is a method. In that case, if the preceding train 11b has stopped a little ahead of the railroad crossing 12, the own train 11a will decelerate before the preceding train 11b. Therefore, the own train 11a cannot reach the railroad crossing 12 at the expected time. As a result, there was a problem in that the warning time for the railroad crossing 12 became longer.

To solve this problem, the level crossing control device 21 according to the embodiment of the present invention determines the alarm start time 4 for the level crossing 12 in consideration of the running state of the preceding train 11b. That is, the level crossing control device 21 refers to the travel plan of the preceding train 11b and calculates the level crossing arrival time 15 of the own train 11a. As a result, waiting time at a railroad crossing can be reduced.

Note that a part or all of the configurations, functions, processing units, etc. of the embodiments described above may be realized in hardware by, for example, designing an integrated circuit. Each of these configurations, functions, etc. may be realized by software by a processor interpreting and executing a program for realizing each function. Information such as programs, tables, files, etc. that realize each function can be recorded in storage devices such as memory, hard disks, and SSDs (Solid State Drives), or in recording media such as IC cards, SD cards, and DVDs. can.

1... Advance advance position, 2... Station, 3... Advance advance time (advance from specific area 13), 4... Alarm start time, 5... Level crossing advance position, 9... Stop pattern, 11... Train, 11a... Train, 11b ...Preceding train, 12...Level crossing, 13...Specific area (preceding obstacle range), 14...Level crossing advance time, 15...Level crossing arrival time, 16...Train planned run curve, 17...Level crossing control start point, 18...Preceding train planned run curve, 19... Leading obstruction braking pattern, 21... Level crossing control device (this device), 22... Level crossing control unit, 23... Running route storage unit (stores level crossing information and others), 24... Level crossing information acquisition unit, 25... Radio communication unit, 26...Time calculation section, 27...Run curve creation section, 28...Radio device, L...distance, V...speed, t...time, W...level crossing length, X...train length, α...near side (of specific area 13) End point, β... far end point (of specific area 13)

Claims (12)

A level crossing control device that starts an alarm when a train passes a level crossing control start point set before a level crossing on a running line,
Set a specific area determined by the braking performance of the first train,
If there is a preceding train that precedes the first train in the specific area, the running of the first train is suppressed, and even if the first train exceeds the level crossing control start point, the warning is not activated. delay the start,
Level crossing control device. a travel route storage unit that stores travel route information;
a track location acquisition unit that obtains a track location that is a position of a train traveling on the running route;
Furthermore,
Referring to the specific area and controlling the railroad crossing according to the position of the line,
Starting the level crossing control when the first train passes a level crossing control start point determined at the level crossing,
If the preceding train is not within the specific area that is a specific section after passing the level crossing, starting a warning for the level crossing;
If the preceding train is within the specific area, delaying the warning start time for the level crossing;
The level crossing control device according to claim 1. further comprising a run curve creation unit that creates a run curve that is information about the relationship between the on-track position and the instructed speed of the train according to the on-track position,
The run curve creation section is
There is the railroad crossing on the travel route,
When the preceding train is located in the specific area that is a specific section after passing the level crossing,
In a part of the running route before passing the railroad crossing, reduce the instructed speed of the first train, and also take into account acceleration from the lowered instructed speed,
creating a run curve that delays the time of passing through the railroad crossing;
The level crossing control device according to claim 2. further comprising: a level crossing control unit that performs level crossing control according to the track location and the run curve; and a time calculation unit that calculates time;
The time calculation unit calculates a time when the preceding train advances from the specific area using the run curve of the preceding train when the preceding train is on the line in the specific area,
The run curve creation unit creates the run curve of the first train proceeding from the railroad crossing at the time,
Further, the time calculation unit uses the created run curve of the first train to calculate a level crossing arrival time that is the time when the first train arrives at the level crossing,
The level crossing control unit sets an alarm start time to a time that is a necessary alarm time before the first train arrives at the level crossing at the level crossing arrival time.
The level crossing control device according to claim 3. If there is a station within the specific area, calculating a level crossing entry time at which the first train will complete passing through the level crossing using the scheduled time when the preceding train departs from the station;
The level crossing control device according to claim 4. A level crossing control device that starts an alarm when a train passes a level crossing control start point set before a level crossing on a running line,
setting a specific area determined by the brake performance of the train;
If there is a preceding train preceding the train in the specific area, suppressing the running of the train and delaying the start of the warning even if the train exceeds the level crossing control start point;
The specific area can be changed by changing the speed at which the train advances through the level crossing.
Level crossing control device. The level crossing control device according to claim 3 or 4, wherein the run curve creation unit creates the run curve in which the speed from when the first train reaches the level crossing until it advances from the level crossing is the maximum allowable speed. . The level crossing control device according to claim 3 or 4, wherein the run curve creation unit creates the run curve in which the first train approaches the level crossing while accelerating and reaches a maximum allowable speed when reaching the level crossing. . A level crossing control method that starts a warning when a train passes a level crossing control start point set before a level crossing on a running line,
Set a specific area determined by the braking performance of the first train,
If there is a preceding train in the specific area, suppressing the running of the one train and delaying the start of the warning even if the one train exceeds the level crossing control start point;
Level crossing control method. A level crossing control method that controls a warning start time of the level crossing according to a result of calculating a level crossing arrival time at which a train scheduled to pass through the level crossing reaches the level crossing,
By the computer running the railroad crossing control program stored in memory,
referencing the specific area;
starting the level crossing control when the first train passes a level crossing control starting point set at the level crossing;
determining whether or not the preceding train is located within the specific area that is a specific section after passing the railroad crossing;
If the preceding train is not on the line, starting a warning at the level crossing;
If the preceding train is on the line, delaying the warning start time of the level crossing;
has
Using information on the running route and information on the position of the first train running on the running route,
Controlling the level crossing according to the line location;
The level crossing control method according to claim 9. The computer includes:
forming a run curve creation unit that creates a run curve that is information about the relationship between the on-track position and the instructed speed of a train according to the on-track position;
The run curve creation section is
detecting the railroad crossing on the travel route;
detecting that a preceding train preceding the first train is present in the specific area;
reducing the instructed speed of the first train in a part of the travel route before passing the railroad crossing, and considering acceleration from the lowered instructed speed;
creating a run curve that delays the time of passing through the railroad crossing;
execute,
The level crossing control method according to claim 10. When the train passes a level crossing control start point set before the level crossing on the running line, a warning is started, and the level crossing is controlled according to the result of calculating the level crossing arrival time at which the train scheduled to pass through the level crossing will reach the level crossing. A railroad crossing control method for controlling a warning start time of
setting a specific area determined by the brake performance of the train;
If there is a preceding train in the specific area, suppressing the running of the train and delaying the start of the warning even if the train exceeds the level crossing control start point;
By the computer running the railroad crossing control program stored in memory,
referencing the specific area;
starting level crossing control when the train passes a level crossing control starting point defined at the level crossing;
determining whether a preceding train is located within the specific area that is a specific section after passing the level crossing;
If the preceding train is not on the line, starting a warning at the level crossing;
If the preceding train is on the line, delaying the warning start time of the level crossing;
has
Controlling the level crossing according to the track location using information on the running route and information on the track location of the train running on the running route,
The computer includes:
forming a run curve creation unit that creates a run curve that is information about the relationship between the on-track position and the instructed speed of a train according to the on-track position;
The run curve creation section is
detecting the railroad crossing on the travel route;
detecting that a preceding train preceding the train is present in the specific area;
reducing the indicated speed of the train on a portion of the travel path before passing the railroad crossing;
creating a run curve that delays the time of passing through the railroad crossing;
Run
The computer includes:
If the preceding train is located within the specific area, receiving a run curve of the preceding train generated by the run curve creation unit;
calculating a time at which the preceding train advances from the specific area using the run curve of the preceding train;
setting the time at which the preceding train departs from the specific area as the time at which the train advances from the level crossing;
a step in which the run curve creation unit creates the run curve that causes the train to realize the railroad crossing entry time;
calculating a level crossing arrival time at which the train arrives at the level crossing using the created run curve;
calculating a time before the calculated level crossing arrival time, a warning time required before the train reaches the level crossing, as a warning start time;
has
controlling the level crossing using the run curve of the train and the information on the track location;
Level crossing control method.

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